U.S. patent number 4,920,890 [Application Number 07/228,759] was granted by the patent office on 1990-05-01 for amusement ride.
Invention is credited to Gerald L. Barber.
United States Patent |
4,920,890 |
Barber |
May 1, 1990 |
Amusement ride
Abstract
A portable amusement ride incorporates a multi-functional
trailer which can serve for hauling the amusement ride, when
disassembled, and serve as an elevated track portion of the ride,
when assembled. Electrically powered vehicles are guided and
powered over an electrified track having a main enclosed path, and
an alternate loading area for discharge and pick up of passengers.
Automatic launch and vehicle exit features between the main path
and loading area prevent vehicle collisions, with minimum requisite
operator activity. A pick-up assembly carried on the vehicle both
guides and electrically powers the vehicle as it moves over the
track. The track has an electrified pair of members also forming a
guidance channel in which the pick-up assembly from the vehicle is
received. The configuration of the pick-up assembly and its
interaction with the electrified guidance channel causes proper
electrical pick-up substantially regardless of the terrain formed
by the track over which the vehicle travels. An alternate
electrical pick-up embodiment uses resilient filler for quieter
operation. Each vehicle includes a timing device to signal the ride
operator riders have traveled for a given time, so that it may be
routed into the loading area for exchange of passengers. A
pneumatic lift system on each vehicle pivots the vehicle body
upward for entry and exit of passengers.
Inventors: |
Barber; Gerald L. (Greenville,
SC) |
Family
ID: |
22858470 |
Appl.
No.: |
07/228,759 |
Filed: |
August 5, 1988 |
Current U.S.
Class: |
104/53; 104/292;
104/299; 104/83; 191/22C; 238/10R |
Current CPC
Class: |
A63G
25/00 (20130101) |
Current International
Class: |
A63G
25/00 (20060101); A63G 007/00 (); B60C
015/38 () |
Field of
Search: |
;104/27,28,53,139,140,288,292,295,299,301,305,83,85 ;191/22C,61,63
;238/1R,121,127 |
References Cited
[Referenced By]
U.S. Patent Documents
Other References
Datasheet (1 page) for Thomson Ball Bushings for Linear Motion,
Thomson Industries Inc., Manhasset, New York, 11030. .
Datasheet (1 page) Spherco Rod Ends by Morse..
|
Primary Examiner: Majec; Donald T.
Assistant Examiner: Kramer; Dean J.
Attorney, Agent or Firm: Dority & Manning
Claims
What is claimed is:
1. A controlled track arrangement for an amusement ride featuring a
plurality of guidable, electrically-powered vehicles, said track
arrangement comprising:
a primary track having a circuitous guide path which may be
controllably electrified over the entire pathway thereof so as to
continuously guide and advance in a predetermined direction
thereabout guidable, electric-powered vehicles, said primary track
including an entrance point at which vehicles off the circuitous
guide path may be routed thereunto, and an exit point at which
vehicles on the circuitous guide path may be routed therefrom;
a secondary track having a one-way guide path interconnecting
between said primary exit point and said entrance point thereof,
said secondary track path including a plurality of consecutive,
separately electrifiable path segments to permit respective
vehicles to be selectively and controllably advanced therealong for
loading and unloading of passengers for such vehicles; and
automatic launch control means, responsive to the travel of
vehicles on said primary track path, for automatically preventing
vehicles situated on said secondary track path and entering said
primary track path at said entrance point thereof from colliding
with vehicles already on said primary track path, therein said
automatic launch control means includes sensor means adjacent said
primary track path for sensing passage of a vehicle thereby,
whereby said automatic launch control means is responsive to the
travel of vehicles on said primary track path.
2. A controlled track arrangement as in claim 1, wherein said
primary and secondary track guide paths each include a pair of
parallel, separately electrifiable rails formed in their respective
primary and secondary tracks, and exposed to the upper surface
thereof for contact with electrical pick-ups of electric-powered
vehicles traveling over such tracks, said rail pairs being adapted
for the transmission of either AC or DC electric power.
3. A controlled track arrangement as in claim 2, wherein said
paired parallel rails comprise respective pairs of U-shaped members
turned with their respective openings mutually facing, and in
spaced relationship, so as to define a guide channel therebetween,
said guide channel having an upwardly facing slot for receipt
therethrough of a guidable member from vehicles traveling over such
tracks, whereby such guidable member may be received through such
slot and be guided in said defined guide channel by deflections
therefrom.
4. A controlled track arrangement as in claim 3, wherein said
primary and secondary tracks variously comprise banked, curved, and
elevated portions thereof, with their respective parallel rails
always presenting exposed pick-up surfaces generally parallel to
the surface of such tracks, and with said guide channel and
corresponding slot entrance thereto situated so as to receive the
vehicle guidable member therethrough in a substantially
perpendicular relationship to such track surface, whereby such
vehicle guidable member may be properly guided in said guide
channel while carrying thereon electric contact means
correspondingly appropriately positioned relative said
electrifiable rails for satisfactory electrical contact
continuously therewith.
5. A controlled track arrangement as in claim 1, further comprising
track path electrification control means, including main run
control means for controllably electrifying the entire pathway of
said primary track, emergency stop control means for controllably
interrupting electrification of said primary track path and said
secondary track path, including all portions thereof, and
respectively controllable means for intermittently electrifying
said secondary track path segments, so as to selectively advance
vehicles along said secondary track path by successive
electrification of consecutive path segments.
6. A controlled track arrangement as in claim 1, further including
automatic exit control means, responsive to an exit command signal,
for automatically routing from said primary track path to said
secondary track path only the vehicle next approaching said exit
point of said primary track path.
7. A controlled track arrangement as in claim 1, wherein:
said automatic launch control means further includes launch segment
control means for selectively controlling electrification of a
secondary track guide path launch segment, defined as adjacent to
and interconnecting with said primary track path entrance
point;
said sensor means is situated adjacent said primary track path a
known distance upstream from said entrance point thereof, for
detecting the passage of a vehicle thereby on said primary track
path, and outputting a signal indicative of same; and
said automatic launch control means further includes timer delay
energization means, responsive to outputs from said sensor means,
for controlling said launch segment control means so as to cause
electrification of said secondary track path launch segment
responsive to passage of a predetermined time delay after a vehicle
moves past said sensor means, whereby selection of said
predetermined time delay relative the known upstream distance of
said sensor means from said primary track path entrance point in
conjunction with known travel speed of vehicles on said primary
track path ensures advancement beyond said primary track path
entrance point of a vehicle sensed passing said sensory means
before said secondary track path launch segment is electrified for
causing a vehicle thereon to enter said entrance point.
8. A controlled track arrangement as in claim 7, further
comprising:
entrance point gate means, for controllably permitting or denying
entrance of vehicles onto said primary track path at said entrance
thereof, from said secondary track path launch segment; and
wherein
said timer delay energization means is further responsive to said
sensor means for temporarily controlling said entrance point gate
means as to permit vehicles to enter said primary track path while
said secondary track path launch segment is electrified, wherein
said entrance point gate means is otherwise controlled for denying
entrance of vehicles to said primary track path.
9. A controlled track arrangement as in claim 7, wherein said timer
delay energization means includes launch control reset means for
resetting counting of said time delay after every occurrence of
de-electrification of said primary track path, to ensure
energization of said secondary track path launch segment based on
passage of the full predetermined time delay.
10. A controlled track arrangement for an amusement ride featuring
a plurality of guidable, electric-powered vehicles, said track
arrangement comprising:
a primary track having a circuitous guide path which may be
controllably electrified over the entire pathway thereof so as to
continuously guide and advance in a predetermined direction
thereabout guidable, electric-powered vehicles, said primary track
including an entrance point at which vehicles off the circuitous
guide path may be routed thereunto, and an exit point at which
vehicles on the circuitous guide path may be routed therefrom;
a secondary track having a one-way guide path interconnecting
between said primary track exit point and said entrance point
thereof, said secondary track path including a plurality of
consecutive, separately electrifiable path segments to permit
respective vehicles to be selectively and controllably advanced
therealong for loading and unloading of passengers for such
vehicles; and
automatic exit control means, responsive to an exit command signal
input thereto, for automatically routing from said primary track
path to said secondary track path only the vehicle next approaching
said exit point of said primary track path;
wherein said automatic exit control means includes
exit point gate means, situated at said primary track path exit
point, for controllably assuming a first position for permitting
vehicles on said primary track path to continue thereabout, and a
second position for diverting vehicles on said primary track path
onto said secondary track path at said exit point, said exit point
gate means normally occupying said first position thereof;
first exit sensor means, located adjacent said primary track path
relatively upstream from said exit point thereof, and responsive to
said exit command signal, for causing said exit point gate means to
assume said second position thereof upon passage of a vehicle
thereby; and
second exit sensor means, located adjacent said secondary track
path situated relatively downstream from said primary track path
exit point, for causing upon passage of a vehicle thereby said exit
point gate means to reassume said first position thereof.
11. A controlled track arrangement as in claim 10, wherein said
primary and secondary track guide paths each include a pair of
parallel, separately electrifiable rails formed in their respective
primary and secondary tracks, and exposed to the upper surface
thereof for contact with electrical pick-ups of electric-powered
vehicles traveling over such tracks, said rail pairs being adapted
for the transmission of either AC or DC electric power.
12. A controlled track arrangement as in claim 11, wherein said
paired parallel rails comprise respective pairs of U-shaped members
turned with their respective openings mutually facing, and in
spaced relationship, so as to define a guide channel therebetween,
said guide channel having an upwardly facing slot for receipt
therethrough of a guidable member from vehicles traveling over such
tracks, whereby such guidable member may be received through such
slot and be guided in said defined guide channel by deflections
therefrom.
13. A controlled track arrangement as in claim 10, further
comprising track path electrification control means, including main
run control means for controllably electrifying the entire pathway
of said primary track, emergency stop control means for
controllably interrupting electrification of said primary track
path and said secondary track path, including all portions thereof,
and respectively controllable means for intermittently electrifying
said secondary track path segments, so as to selectively advance
vehicles along said secondary track path by successive
electrification of consecutive path segments.
14. A controlled track arrangement as in claim 10, further
comprising automatic launch control means, responsive to the travel
of vehicles on said primary track path, for automatically
preventing vehicles situated on said secondary track path and
entering said primary track path at said entrance point thereof
from colliding with vehicles already on said primary track
path.
15. A controlled track arrangement as in claim 10, wherein said
second exit sensor means further operates for resetting said first
sensor exit means to prevent its actuation by passage of a vehicle
thereby until said first sensor exit means is reactuated by
reiteration of said exit command signal, whereby said automatic
exit control means functions to automatically remove from said
primary track path to said secondary track path only the next
vehicle approaching said exit point on said primary track path,
responsive to a single iteration of said exit command signal.
16. A controlled track arrangement for an amusement ride featuring
a plurality of guidable electric-powered vehicles, said track
arrangement comprising:
a primary track having a circuitous guide path which may be
controllably electrified over the entire pathway thereof so as to
continuously guide and advance in a predetermined direction
thereabout guidable, electric-powered vehicles, said primary track
including an entrance point at which vehicles off the circuitous
guide path may be routed thereunto, and an exit point at which
vehicles on the vehicles on the circuitous guide path may be routed
therefrom;
a secondary track having a one-way guide path interconnecting
between said primary track exit point and said entrance point
thereof, said secondary track path including a plurality of
consecutive, separately electrifiable path segments to permit
respective vehicles to be selectively and controllably advanced
therealong for loading and unloading of passengers for such
vehicles; wherein
said primary and secondary track guide paths each include a pair of
parallel, separately electrifiable rails formed in their respective
primary and secondary tracks, and exposed to the upper surface
thereof for contact with electrical pick-ups of electric-powered
vehicles traveling over such tracks, said rail pairs being adapted
for the transmission of either AC or DC electric power;
said paired parallel rails comprise respective pairs of U-shaped
members turned with their respective openings mutually facing, and
in spaced relationship, so as to define a guide channel
therebetween, said guide channel having an upwardly facing slot for
receipt therethrough of a guidable member from vehicles traveling
over such tracks, whereby such guidable member may be received
through such slot and be guided in said defined guide channel by
deflections therefrom; and further
wherein said primary and secondary tracks variously comprise
banked, curved, and elevated portions thereof, with their
respective parallel rails always presenting exposed pick-up
surfaces generally parallel to the surface of such tracks, and with
said guide channel and corresponding slot entrance thereto situated
so as to receive the vehicle guidable member therethrough in a
substantially perpendicular relationship to such track surface,
whereby such vehicle guidable member may be properly guided in said
guide channel while carrying thereon electric contact means
correspondingly appropriately positioned relative said
electrifiable rails for satisfactory electrical contact
continuously therewith.
17. A controlled track arrangement for an amusement ride featuring
a plurality of guidable, electrically-powered vehicles, said track
arrangement comprising:
primary track having a circuitous guide path which may be
controllably electrified over the entire pathway thereof so as to
continuously guide and advance in a predetermined direction
thereabout guidable, electric-powered vehicles, said primary track
including an entrance point at which vehicles off the circuitous
guide path may be routed thereunto, and an exit point at which
vehicles on the circuitous guide path may be routed therefrom;
a secondary track having a one-way guide path interconnecting
between said primary track exit point and said entrance point
thereof, said secondary track path including a plurality of
consecutive, separately electrifiable path segments to permit
respective vehicles to be selectively and controllably advanced
therealong for loading and unloading of passengers for such
vehicles; and
said track arrangement further comprising an electric contact for
conducting electricity between said primary and secondary tracks
having said electrified paths therealong and an
electrically-powered vehicle adapted for traveling over said
tracks, said contact comprising:
a central axle including a bearing having electrically-conductive
inner and outer race with electrically-conductive roller bearings
trapped therebetween, said bearing being adapted to be carried on
the vehicle by an insulative mounting with said inner race fixed
relative thereto and said outer race rotatable relative
thereto;
a fixed electric terminal associated with the relatively fixed
inner race, and adapted to electrically interconnect with an
electrically-powered motive means supported in the vehicle on which
said bearing is carried;
a first rotatable electric terminal associated with said relatively
rotatable outer race;
an electrically-conductive annular member, situated concentrically
about said central axle, forming the outside diameter of said
electric contact, and defining an annular space between the inside
diameter thereof and said central axle outer race;
a second rotatable electric terminal associated with said annular
member;
electrically-conductive wire means inter-connected between said
first and second rotatable electric terminals for conducting
electrically therebetween; and
resilient filler material residing in and filling said annular
space between said annular member inside diameter and said central
axle outer race so that said annular member and said outer race are
generally coupled for mutual rotation relative said central axle
inner race;
wherein said annular member is rotatable over said track
electrified paths as a vehicle carrying said electric contact
travels over such paths, with electricity being conducted from said
tracks to such vehicle through an electrically-conductive pathway
formed by said annular member, said second rotatable terminal, said
wire means, said first rotatable terminal, said outer race, said
roller bearings, said inner race, and said fixed terminal, whereby
electrical contact is provided between such vehicle and such track
while said resilient filler material provides insulation against
mechanical shock and noise.
18. A track arrangement as in claim 17, wherein:
said first rotatable electric terminal is mounted on the outside
diameter of said bearing outer race;
said second rotatable electric terminal is mounted on the inside
diameter of said annular member; and
said wire means resides within said annular space, and is
surrounded by said filler material also in said annular space.
19. A track arrangement as in claim 17, wherein:
said electrically-conductive annular member generally comprises a
length of metal pipe; and
said resilient filler material comprises injectable or moldable
resilient substances, such as polyurethane foam or rubber, which
may be provided in said annular space.
20. A track arrangement as in claim 17 wherein said primary and
secondary track guide paths each include a pair of parallel,
separately electrifiable rails formed in their respective primary
and secondary tracks, and said track arrangement further includes
at least a pair of such electrical contacts adapted to be carried
on a vehicle with lateral spacing therebetween for corresponding
and electrical contact with said pair of separate electrified rails
of each track, for enabling a vehicle electrically-powered motive
means to complete an electrical circuit with such pair of
electrified track rails.
Description
BACKGROUND OF THE INVENTION
The present application generally concerns various aspects of an
amusement ride, and more particularly concerns aspects of a
portable amusement ride having an electrified track incorporating a
guidance channel for guiding and electrically powering a vehicle
traveling thereover. Various aspects of the invention relate to
both the track and the corresponding vehicle for use therewith.
In general, both in the area of amusement rides and in other
fields, it has been known to provide arrangements wherein vehicles
are intended to travel over a predetermined track. For example, in
one amusement ride, gasoline engine powered go-carts may travel
over a concrete track having an upright metal flange projecting
therefrom, which flange is used to deflect and guide the vehicle as
it is powered over the track by its gasoline engine. In some
instances, a track slot is provided for guiding the vehicle. Since
in either instance the vehicle is self-powered, there are generally
no special problems or critical requirements for maintaining a
close-tolerance predetermined relationship between the vehicle and
the track as it travels thereover. The only interaction required is
that adequate for deflection of the vehicle relative the track
upright guide flange.
In another example of a known amusement ride, known as "bumper
cars", an electrically powered vehicle receives electric drive
power from an electrified track, but is steered by the passenger.
In general, such rides have a totally electrified surface, which
also requires a totally electrified ceiling to provide a complete
electrical circuit with the vehicle. The vehicle is in contact
respectively with the floor and ceiling through brushes carried on
the underside of the vehicle and on an upwardly directed antenna or
the like. Such layouts normally require that the floor and ceiling
be as nearly uniform (i.e., planar) as possible. Even so, it is not
uncommon for vehicles to become stuck in "dead spots", or
unelectrified areas.
Accordingly, one of the particular disadvantages of electrically
powered vehicles is the overall limitations imposed on an amusement
ride utilizing such technology, due to the necessity of maintaining
proper electrical contact between the vehicle and its track. Such
consideration normally precludes the use of angled, bumpy, or hilly
raceways, which would normally be highly attractive to potential
passengers, especially younger children. Hills, banks, curves and
the like are normally better accommodated by the above-mentioned
exemplary concrete track layout, but typically such courses use
gasoline powered engines, not electrically powered vehicles.
In addition to the limitation on track layouts whenever it is
desired to use an electrically powered vehicle, the substantially
critical nature of maintaining electrical contact between the
vehicle and track means that even minor positional variations of an
electrical pick-up assembly relative the electrified track can
cause loss of electric power transfer. For example, if a vehicle
track arrangement depends on the vehicle being level in order to
properly present an electrical pick-up member to an electrified
track for contact therewith, a slightly flat tire on such vehicle
could completely disrupt electrical contact, since the vehicle
would likely be at least slightly out of its level condition. With
such an arrangement, even simple uneven loading of the vehicle, as
can occur whenever the vehicle is occupied by disparate weight
adult and child passengers, could cause loss of electrical contact,
which obviously completely defeats operation of the vehicle.
As mentioned above, while electrically powered vehicles traveling
over an electrified track is a generally known concept, actual
guidance of such vehicles over the track is a completely additional
aspect. Since such a vehicle depends on virtually continuous
electrical contact for its propulsion, accomplishing certain
manuevers such as track switching can be difficult. This is
particularly the case if continuous propulsion is desired. Where
miniaturized or toy slot cars are involved, handling of a vehicle
can be little problem. But where passenger vehicles are involved,
circumstances are entirely different. For example, in track changes
with trolley cars or electric trains, it is common place to use
rotating platforms or the like for re-directing the vehicles.
Obviously, the vehicle must be halted for such procedures, and
large forces are involved.
Other problems can persist. For example, the above-mentioned bumper
cars are designed for relatively slow speed travel since (1) they
are guided by the passengers themselves, and (2) are expected to
collide with other vehicles. In many instances, however, it is more
desireable to completely avoid collision between vehicles,
especially where smaller children are concerned and/or it is
desireable to achieve higher speeds.
Another disadvantage of the bumper cars ride mentioned above is
that it requires a certain number of participants at any one given
time in order to provide the desired level of passenger enjoyment.
In other words, a certain number of vehicles must be operative at a
given time in order to permit vehicle interaction, which is at
least one of the important attractions of such a ride. Such a ride
also necessitates that all passengers of all vehicles be let on and
off during a common time period, since the entire track (i.e.,
vehicle travel area) is electrified while any of the vehicles are
operative.
While some rides other than the bumper car type mentioned above
provide for individual passenger operation (rather than collective
operation of all vehicles in a common time frame), another problem
occurs with such rides in that the operator must necessarily
monitor the length of time each passenger is permitted to operate
or ride on the vehicle. Moreover, the greater the number of
vehicles, the more complex and difficult are the operation and
monitoring problems of the operator. Higher volume of vehicles and
passengers can cause or contribute to safety problems due to
operator distraction, excess duties, or inadequate training time
for handling typical operating conditions.
In addition to the foregoing specific disadvantages, it is also a
common general situation at fairgrounds, circus camps, or the like,
that space is at a premium. Thus, if a large trailer is needed for
hauling a portable amusement ride, and such trailer has no usable
purpose whenever it is not functioning as a trailer, then the
trailer must be stored somewhere. Even if there is adequate space
at the fairgrounds or the like, there can be considerable
inconvenience if the trailer must be removed to a relatively remote
location, i.e., off a midway area where the ride is erected.
In order to minimize such problems, it has been known in the prior
art to incorporate a trailer into part of its corresponding
amusement ride. For example U.S. Pat. No. 3,724,842 issued to
Wisdom utilizes the trailer as a rigid central support for a
rotating amusement ride. Other portions of the trailer double as
advertisement signs or the like.
In other known arrangements, trailers have been used to serve as
mobile bridges. See for example U.S. Pat. No. 4,662,020 issued to
Wilkerson, and U.S. Pat. No. 2,687,225 issued to Martin. It is also
generally known to provide portable bridges, though not necessarily
intended to serve as trailers while being carried from one location
to another. See for example U.S. Pat. No. 4,628,560 to Clevett et
al., and U.S. Pat. No. 4,017,932 issued to Lotto et al.
Other types of trailer arrangements have been provided with various
added features to enhance their functionality. For example, U.S.
Pat. No. 4,701,086 issued to Thorndyke, and U.S. Pat. No. 3,720,437
issued to Lambert, incorporate movable support decks or the like to
facilitate handling of equipment and other material to be carried
on the trailer.
SUMMARY OF THE INVENTION
The present invention recognizes and addresses the foregoing
disadvantages and shortcomings, and others, of prior arrangements
and constructions. Hence, it is a general object of the present
invention to provide an improved amusement ride. It is a more
particular object to provide an improved portable amusement ride,
featuring an electrified track incorporating a guidance channel,
for guiding and powering electrically powered vehicles
thereover.
It is another object to provide an amusement ride which affords
safe and convenient operation by an operator.
It is another general object to provide a track arrangement and
corresponding vehicle adapted for use therewith, which permits
variety in the terrain presented by the track, without loss of
electrical power transfer between the track and vehicle. It is a
more particular object to provide a vehicle with a pick-up head
assembly adapted for following an electrified guidance channel of
such track. It is yet another more particular object to provide
such a pickup head assembly which also serves to guide the vehicle
over the track, in addition to serving as an electrical contact
with such track. Another object is the achievement of vehicle track
switching, even at travel speeds, without loss of electrical
power.
In addition to the foregoing general objects, it is also an object
to provide a track arrangement and track control which facilitates
safe entry of vehicles onto the main track from a loading track
area, and likewise permits efficient exiting from such main track
back to the track loading area. It is a more particular object to
provide such automatic vehicle entry and exit from the main track
area, with a minimum of operator expertise and attention, while yet
safely effecting both such operations. It is another object to
provide such automatic operations in a continuous loading
operation, without requiring running of nonoccupied vehicles.
It is yet another object to provide a track arrangement and track
control which fosters safe operation, and facilitates management of
a plurality of vehicles traveling thereover, with minimum operator
distraction. In conjunction with such track features, it is an
object to provide a vehicle adapted for use with such track. It is
another object to provide such a vehicle which also provides the
operator with an indication whenever it is time to unload
passengers from the particular vehicle, based on the length of time
the vehicle has been operating on the main track.
In addition to providing such a vehicle with a self-timing feature,
it is another object to provide vehicles with other improved
features. For example, it is an object to provide a vehicle which
utilizes a pneumatic lift arrangement for convenient entry of
passengers into a passenger area, by pivoting movement of the
vehicle body relative the vehicle chassis.
Another general object of the present invention is to provide a
pick-up assembly which accommodates vertical, horizontal, and
angular changes in the relation of the vehicle to an electrified
track, without loss of electrical power transfer therebetween. It
is a more particular object to provide rotatable electrical
contacts for being carried on such a flexibly mounted pick-up
assembly, which in turn may be mounted on a vehicle chassis for use
in guiding and electrically powering such vehicle in relation to an
electrified track.
Still another general object of the present invention is to provide
an improved multi-functional trailer, which alternately serves for
hauling an amusement ride (when disassembled) and serves as a
bridged track portion thereof during use of the amusement ride.
These and other advantages, aspects, and features of the present
invention will be better understood by those of ordinary skill in
the art, upon review of the remaining disclosure. Such persons with
skill in the art will also appreciate that various modifications
and variations may be made to presently disclosed features, without
departing from the spirit and scope of the present invention.
Likewise, substitution of equivalents for such features may be
practiced as desired. All such modifications and variations are
intended to come within the scope of the present invention, by
virtue of present reference thereto.
In addition to the foregoing, those of ordinary skill will
appreciate that various embodiments of this invention may be
provided by inclusion of different combinations of presently
disclosed features in accordance with this invention. For example,
one such exemplary embodiment in accordance with this invention is
more particularly directed to a trackguided vehicle, adapted for
use with a track of the type having a guidance channel formed
therein with an upwardly facing slot therealong, such vehicle
comprising: a chassis; wheels supported on the chassis for carrying
same over the track; and vehicle guide means, extending between the
chassis and the track guidance channel, for causing the vehicle to
follow the track guidance channel as the vehicle travels over such
track.
Such a vehicle guide means preferably may include a generally
rigid, vertical shaft supported on the chassis and extending
therebeneath towards the track guidance channel; a gimbal mount
secured to the end of the generally rigid shaft extending beneath
the chassis towards the track guidance channel; at least one track
engagement member supported on the gimbal mount for multi-axis
pivoting thereof relative the vertical shaft, and adapted to extend
therefrom through the track guidance channel slot so that at least
a portion thereof resides substantially within the guidance channel
to be deflected thereby as the vehicle travels over the track,
whereby the vehicle is also deflected through the interconnection
of the generally rigid, vertical shaft with the chassis so as to
follow the guidance channel.
Other embodiments of the present invention are more particularly
directed to an apparatus for guiding and powering a vehicle by an
electrified track, such track having an electrified guidance
channel formed therein, such channel defining an upwardly-facing
slot therealong.
One example of such an apparatus comprises: a main guide member,
adapted to be mounted on a vehicle for traveling over such an
electrified track, and having an end thereof extending generally
downwardly from the underside of such vehicle towards the
electrified track; multi-axis pivoting support means carried on the
downwardly extending end of the main guide member; a pick-up head
assembly mounted on the multi-axis pivoting support means for
multi-axis pivoting movement relative the main guide member, such
pick-up head assembly adapted for travel along the electrified
track relatively adjacent the guidance channel thereof as the
vehicle travels over such track; deflection guide force
transference means, mounted on the pick-up head assembly and
adapted to extend therefrom into the electrified track guidance
channel through the upwardly facing slot thereof, for transferring
deflection guide forces from the track guidance channel to the
vehicle, for guiding such vehicle as it travels over such track by
directing deflection forces upward to the vehicle through the
pivoting support means and the main guide member; and electrical
power transference means, mounted on the pick-up head assembly and
adapted to extend therefrom into electrical contact with the track
electrified guidance channel, for transferring electrical power
from such electrified guidance channel to a vehicle as it travels
over the track.
With such an apparatus, such mounting of the pick-up head assembly
to the multi-axis pivoting support means enables the head assembly
to cause the vehicle on which it is mounted to follow the track
while maintaining electrical contact between the electrified
guidance channel thereof and the electrical power transference
means, regardless of the curvature of the terrain defined by the
electrified track over which the vehicle is guided and travels.
Still other embodiments of the present invention are more
particularly related to a pick-up assembly, adapted for guiding and
powering an electrically-powered vehicle over a track having
electrified guidance channel with an upwardly-facing slot.
One exemplary such pick-up assembly comprises: a generally
vertically disposed connecting rod; a linear bearing received about
an upper portion of the rod and supporting the rod vertically
movable therein, such linear bearing adapted to be fixedly mounted
on the underside of a vehicle to be guided; a multi-axis pivot
received on the lower end of the rod, and providing multi-axis
rotation at such lower end; a carriage member mounted on the
multi-axis pivot for being pivotably supported on the rod lower end
so as to be pivotably supported beneath the vehicle relatively
adjacent the track guidance channel; a pair of respective guide
wheels, rotatably supported on the carriage member and adapted for
riding in the track guidance channel and transferring vehicle
guiding forces upward from such channel to such vehicle through the
connecting rod; and electrical contact means mounted on the
carriage member, and adapted for contacting the track electrified
guidance channel as a vehicle on which the pick-up assembly is
mounted moves over such track, so as to provide electrical power to
such vehicle.
With such a pick-up assembly, linear movement of the connecting rod
relative the linear bearing, and pivoting movement of the carriage
member relative the connecting rod enable the electrical contact
means to maintain proper alignment and electrical contact with the
track electrified guidance channel for powering the vehicle as such
vehicle is guided over changing terrain defined by the track.
Other aspects and embodiments of the present invention more
specifically concern amusement ride vehicles themselves, such as
adapted to be powered from an electrified track having a guide
member therealong for guiding the vehicle.
One such exemplary amusement ride vehicle in accordance with the
present invention comprises: a main chassis; a plurality of wheels
rotatably mounted on the chassis, for carrying same over the
electrified track; electric drive motor means, mounted on the main
chassis and drivingly connected with at least one of the wheels,
for rotating such at least one wheel upon receiving electric power
so as to propel the vehicle along the track; electric pick-up
means, carried on the main chassis, and adapted for contacting the
electrified track and conducting electric power therefrom to the
electric drive motor means, whereby the vehicle may be propelled
along the track; vehicle guidance means, carried on the main
chassis, and adapted for contacting the electrified track guide
member and guiding the vehicle in relation thereto for travel along
the electrified track; and vehicle timer means, carried on the main
chassis, for automatically outputting a signal indicating whenever
the vehicle has been continuously propelled along the track for a
predetermined period of time.
Another exemplary amusement ride vehicle in accordance with this
invention includes: a main chassis; a plurality of wheels rotatably
mounted on the chassis for conveying the chassis; drive means,
mounted on the main chassis and drivingly connected with at least
one of said wheels, for controllably rotating such at least one
wheel for propelling the vehicle; vehicle guidance means, carried
on the main chassis, for guiding the vehicle; a vehicle body
pivotably supported on the main chassis, such body having an
interior passenger area for vehicle passengers to ride therein
supported on the main chassis, with access to such passenger area
being gained by upward pivoting of the body relative the chassis;
and pneumatic lift means, associated with the chassis and the body,
for pivoting the chassis upward to permit passengers to enter and
leave the passenger area, whereby the body otherwise generally
protectively encloses passengers within the passenger area thereof
while the vehicle is moving.
Other aspects and embodiments of this invention concern features of
a controlled track arrangement for an amusement ride featuring a
plurality of guidable, electrically-powered vehicles.
In general, such track arrangement includes: a primary track having
a circuitous guide path which may be controllably electrified over
the entire pathway thereof so as to continuously guide and advance
in a predetermined direction thereabout guidable, electricpowered
vehicles, such primary track including an entrance point at which
vehicles off the circuitous guide path may be routed thereonto, and
an exit point at which vehicles on the circuitous guide path may be
routed therefrom; and a secondary track having a oneway guide path
interconnecting between the primary track exit point and the
entrance point thereof, such secondary track path including a
plurality of consecutive, separately electrifiable path segments to
permit respective vehicles to be selectively and controllably
advanced therealong for loading and unloading of passengers for
such vehicles.
In addition to such general track arrangement, an embodiment of
this invention may include automatic launch control means,
responsive to the travel of vehicles on the primary track path, for
automatically preventing vehicles situated on the secondary track
path and entering the primary track path at the entrance point
thereof from colliding with vehicles already on the primary track
path.
Another embodiment of a controlled track arrangement in conjunction
with such general track arrangements may include automatic exit
control means, responsive to an exit command signal input thereto,
for automatically routing from the primary track path to the
secondary track path only the vehicle next approaching the exit
point of the primary track path.
Still further aspects of this invention are relate to an electric
contact for conducting electricity between a track having an
electrified member therealong and an electrically-powered vehicle
adapted for traveling over such track.
One exemplary such contact comprises: a central axle including a
bearing having electrically-conductive inner and outer races with
electrically-conductive roller bearings trapped therebetween, such
bearing being adapted to be carried on the vehicle by an insulative
mounting with the inner race fixed relative thereto and the outer
race rotatable relative thereto; a fixed electric terminal
associated with the relatively fixed inner race, and adapted to
electrically interconnect with an electrically-powered motive means
supported in the vehicle on which the bearing is carried; a first
rotatable electric terminal associated with the relatively
rotatable outer race; an electrically-conductive annular member,
situated concentrically about the central axle, forming the outside
diameter of the electric contact, and defining an annular space
between the inside diameter thereof and the central axle outer
race; a second rotatable electric terminal associated with the
annular member; electrically-conductive wire means inter-connected
between the first and second rotatable electric terminals for
conducting electricity therebetween; and resilient filler material
residing in and filling the annular space between the annular
member inside diameter and the central axle outer race so that the
annular member and such outer race are generally coupled for mutual
rotation relative the central axle inner race.
With such an electrical contact arrangement, the annular member is
rotatable over a track electrified member as a vehicle carrying the
electric contact travels over such track, with electricity being
conducted from such track to such vehicle through an
electrically-conductive pathway formed by the annular member, the
second rotatable terminal, the wire means, the first rotatable
terminal, the outer race, the roller bearings, the inner race, and
the fixed terminal, whereby electrical contact is provided between
such vehicle and such track while the resilient filler material
provides insulation against mechanical shock and noise.
Still other features of this invention are embodied in a
multi-functional trailer for use with a portable amusement ride,
particularly where such ride has assorted separable pieces of
equipment normally assembled during use of the ride, and a
plurality of vehicles for use therewith.
An exemplary such trailer comprises: an integral main body having
respective upper and lower storage surfaces adapted for carrying
the amusement ride equipment and vehicles thereon; wheels mounted
on the trailer main body to facilitate movement thereof;
vertically-movable platform means, supported on the main body at
one end thereof, for being selectively movable between positions
adjacent to and level with the main body lower storage surface and
the main body upper storage surface, so as to position amusement
ride equipment and vehicles received thereon for transfer between
the platform means and a selected one of the storage surfaces, such
platform means also being movable to an intermediate position
adjacent an area between the upper and lower storage surfaces for
forming a trailer tongue adapted to be attached to a tractor for
pulling the trailer; and lift means for controllably moving the
platform means among the various positions thereof relative the
main body storage surfaces.
Such a multi-functional trailer may alternately serve as a trailer
for hauling the amusement ride vehicles and assorted equipment
loaded thereon, with the platform means in the trailer
tongue-forming, intermediate position thereof; and serve as a track
portion of the amusement ride during use thereof, with the platform
means in a position adjacent to and level with said main body lower
storage surface, whereby vehicles of the amusement ride may drive
on the trailer as a bridge with vehicles going through the main
body traveling on the lower storage surface thereof, and traveling
on the platform means situated level with the lower storage
surface.
The foregoing exemplary embodiments, as well as some exemplary
possible variations and modifications thereto, are discussed in
greater detail below.
BRIEF DESCRIPTION OF THE DRAWINGS
A full and enabling disclosure of the present invention, including
the best mode thereof, is set forth below with reference to the
accompanying drawings, in which:
FIG. 1A is a perspective view of an assembled portable amusement
ride in accordance with the present invention, incorporating track
arrangement and control, a multi-functional trailer/bridge, and
vehicles, in accordance with the present invention;
FIG. 1B is a control panel layout related to track control features
as incorporated into the track arrangement of present FIG. 1A;
FIG. 2 is a front end elevation of a vehicle in accordance with the
present invention, incorporating therein a pick-up head assembly in
accordance with this invention for guiding and
electrically-powering the vehicle over a particular track as
provided by this invention, which track is shown in cross-section
and in relation to the pick-up head assembly;
FIG. 3 is a perspective view of a vehicle chassis and pick-up head
assembly mounted thereon, in accordance with the present invention,
together with a partial sectional view of a track generally
constructed as in FIG. 2;
FIG. 4 is a partial, side sectional view of a pick-up head assembly
as represented in present FIGS. 2 and 3;
FIGS. 5 and 6 are partial sectional views of the pick-up head
assembly of present FIG. 4, taken along the respective sectional
lines 5--5 and 6--6 indicated therein;
FIG. 7 is a perspective side view of a vehicle in accordance with
the present invention, particularly illustrating the chassis
thereof, with a vehicle body pivotably mounted thereon;
FIG. 8 is an enlarged, detailed view of the construction of FIG. 7,
showing from a top perspective view the generally rearward chassis
area where the vehicle body is pivoted thereto;
FIGS. 9 and 10 schematically illustrate other chassis-mounted
features of the present invention, including electrical circuitry
and pneumatic circuitry thereof, respectively;
FIG. 11 is a side perspective view of a fully loaded
multi-functional trailer in accordance with this invention,
configured for travel with assorted disassembled pieces of the
portable amusement ride stored thereon;
FIG. 12 is a generally reversed, perspective view of the trailer as
illustrated in FIG. 11, with the disassembled amusement ride
removed therefrom so as to show more clearly particular features of
the trailer itself;
FIG. 13 is a partial, perspective and cutaway view of the trailer
of FIG. 12, particularly illustrating aspects concerning a movable
platform thereof; and
FIG. 14 illustrates a partial see-through perspective view of an
alternative embodiment of a rotatable electrical contact member in
accordance with the present invention.
Repeat use of reference characters throughout the present figures
and specification is intended to represent same or analogous
features or elements of this invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
An amusement ride or similar structure is a relatively large-scale
device. For example, the vehicles illustrated herein are fully
half-scale of actual 4.times.4 trucks. As such, the invention
incorporates numerous different features and aspects. Present FIG.
1A illustrates an exemplary lay-out of an amusement ride in
accordance with the present invention. Virtually all aspects of the
invention are represented by present FIG. 1A, but numerous
additional details thereof are disclosed and discussed in
conjunction with the remaining figures.
Moreover, while at least general representations of such features
are made by present FIG. 1A, it is to be understood by those of
ordinary skill in the art that such figure in fact is merely
representative and exemplary of one embodiment of this invention,
and is not limitive thereof. For example, the track illustrated in
present FIG. 1 is not only shown as having a particular lay-out,
but comprises a plurality of separable sections, so that the
resulting amusement ride is portable. As an alternative, all of the
present track and vehicle features may be incorporated into a
permanent track lay-out such as used in amusement parks, instead of
a portable lay-out as illustrated.
Furthermore, the actual shape or lay-out of the track (whether a
permanent or temporary installation) is virtually immaterial, since
the features of this invention may be utilized with virtually any
track lay-out, of the users own choosing.
Present features of both the track arrangement and vehicle
(particularly including the vehicle pick-up assembly) disclosed
herewith permit track designs of almost infinite terrain variety.
For example, hills, turns, angles, banks, and the like are fully
accommodated by the particular pick-up assembly discussed below in
greater detail with reference to FIGS. 2-6. The pick-up assembly as
illustrated therein provides separate advantages in aspects of
guiding and electrically powering vehicles, as well as advantages
in simultaneously combining such functions, all as discussed
below.
Construction, operation, and control of the exemplary track
arrangement of present FIG. 1A is as follows. Controlled track
arrangement 10 is an exemplary embodiment adapted for use with an
amusement ride featuring a plurality of guidable,
electrically-powered vehicles 12. Different body styles and shapes
may obviously be adopted with particular amusement rides, but in
this instance, both the vehicle bodies and ride theme are directed
to 4.times.4 truck styles.
A primary track 14 includes a circuitous (i.e., fully enclosed
circuit) guide path 16 which may be controllably electrified over
the entire pathway thereof. The track itself in this embodiment is
comprised of separable members, such as 18 and 20, which can be
assembled and disassembled for forming the track layout. When
disassembled, they may be loaded onto the convertible
trailer/bridge 22, which will be discussed in greater detail below
with reference to FIGS. 11-13.
Guide path 16 includes various features for conducting electric
power to vehicles traveling thereover, and for providing guiding
deflection forces to such vehicles, as is discussed in greater
detail below with reference to FIGS. 2-5.
Preferably, guide path 16 is interconnected to a master control
means or stand 24 for being selectively completely electrified so
as to propel an electric-powered vehicle continuously about primary
track 14. Essentially, master control means 24 comprises various
power switches and the like, as described throughout the remainder
of this specification. Specific details of relays, power switches,
and the like are not disclosed herewith, since they are generally
well-known to those of ordinary skill in the art, and such details
do not themselves form aspects of the present invention. Instead,
the overall configuration and function of the controlled track
arrangement and other features form specific aspects of this
invention, and are disclosed herewith in detail.
Once electrified, vehicles travel about guide path 16 receiving
electricity therefrom and guided thereabout, as discussed below
with reference to FIGS. 2-6. Travel is normally established in a
predetermined direction, such as represented by arrow 26.
Controlled track arrangement 10 further includes a secondary track
28 which operates in conjunction with primary track 14 to provide a
loading and unloading area for vehicles 12. Specifically, secondary
track 28 has a one-way guide path 30 which provides guidance and
electrical power to vehicles 12 generally utilizing a construction
like that of guide path 16. One significant difference between
primary track 14 and secondary track 28 is that guide path 30 is
preferably segmented into a plurality of consecutive, separately
electrifiable path segments. Such segmentation, and separate
electrical control thereof, permits respective vehicles 12 to be
selectively and controllably advanced therealong, which permits
loading and unloading of passengers on a secondary track while
other vehicles continue uninterrupted travel about the primary
track. In general, the concept of advancing or "jogging" a vehicle
along successive portions of a track is known to those of ordinary
skill in the art.
Secondary track 28 preferably establishes a one-way path from an
exit point 32 of primary track 14, to an entrance point 34 of such
primary track. The exit and entrance points have respective gate
means for controlling the actual travel of vehicles on the guide
paths. Various controllable track gates are generally well-known to
those of ordinary skill in the art, and are therefore not discussed
herein in detail. However, it is preferred to use gate means
generally of the type having two separate, controllably established
positions. In one position thereof, a vehicle traveling on the
primary track is permitted to continue thereabout, while in the
other position a known deflection element or the like is positioned
so as to permit vehicles to either enter or leave the primary track
for travel on or from the secondary track, all of which is known
and understood by those of ordinary skill in the art.
It is further preferred for safety reasons that a spring-biased
gate means be used, with such spring biasing the gate means into a
preferred position, such as one preventing exit or entry relative
the primary track. With such a preferred arrangement, vehicles will
safely continue travel about the primary track, with no vehicle
exiting or entering relative the secondary track. Thus, only in a
controlled operation, initiated by an operator 36, will vehicles
exit or enter primary track 14. Operation of exit and entry
features of this invention are discussed in greater detail below
with reference to FIG. 1B.
For ease of illustration, the numerous electrical contacts between
adjacent track segments and the like are not illustrated in FIG.
1A. Major layout segments having separate electrical control are
however represented by arrows 38, 40, 42, 44, 46, 48 and 50. As
mentioned above, guide path 16 of primary track 14 preferably
comprises one electrifiable segment, which may be fully electrified
or fully deelectrified with a single control, whereby all vehicles
on primary track 14 are either propelled in common or not
propelled.
In contrast, as mentioned above, secondary track 28 is preferably
segmented into separately electrifiable portions so as to permit
respective vehicles to be controllably advanced therealong. While
various constructions of such segments may be practiced, the layout
of FIG. 1A illustrates one preferred layout accommodating safe,
efficient operation by an operator 36, as also discussed below in
conjunction with FIG. 1B. In this instance, separately
electrifiable segments are represented as existing between adjacent
arrows 38-50 spaced at predetermined intervals along secondary
track guide path 30. For example, a first segment A is defined
essentially between electrical power interconnections adjacent
arrows 38 and 40. A second segment B resides effectively between
arrows 40 and 42, while controllable segments C, D, and E
correspondingly fall between successive arrows 42, 44, 46, and 48.
A defined launch segment F exists between arrows 48 and 50, and is
controllably electrified in conjunction with operation of an
automatic launch control means, as discussed below.
As generally represented by present FIG. 1A, controlled track
arrangement 10 includes straight and curved portions, flat and
elevated portions. Vehicles 12 and their associated pick-up
assemblies effectively travel all such terrain, and generally any
other terrain which might be defined with a particular track
layout. Furthermore, a bridge portion of such track layout may
optionally be incorporated through use of the convertible
trailer/bridge 22, as illustrated.
Referring now to FIG. 1B, additional details of master control
means 24 are discussed. FIG. 1B represents an exemplary control
stand panel layout. In other words, all controls needed for
operator 36 to control track arrangement 10 are represented by the
illustration of FIG. 1B. At such stand, the operator has control
over all five secondary or loading track segments, vehicle primary
track exit, automatic vehicle launch, and track main run and
emergency stop features.
More in particular, the master control or track path
electrification control means 24 includes main run control means 52
for controllably electrifying the entire pathway of primary track
guide path 16, as discussed above. Emergency stop control means 54
overrides main run control means 52, and interrupts electrification
of primary track guide path 16. Emergency stop control means 54
also simultaneously interrupts any electrification of segments A-F
of secondary track 28. Respectively controllable means 56, 58, 60,
62, and 64 are provided for intermittently electrifying the
secondary track path segment A-E, respectively. Controlled
operation of such controllable means, also designated as "JOG"
numbers 1-5, permits selected advancement of vehicles 12 along
secondary track path 30, as understood by those of ordinary skill
in the art.
Control means 52 and 54 preferably are provided by mutually
exclusive in/out switches, which as understood by those of ordinary
skill in the art will interconnect and disconnect electrical power
from the respective track segments controlled thereby, as discussed
above. Switches 56-64 preferably comprise intermittent switches,
such as spring loaded toggle switches which may be pulled by
operator 36 each time he or she wishes to intermittently electrify
a corresponding secondary track segment A-E. Since JOG switches
number 1 and 2 (control means 56 and 58) represent electrification
of secondary path segments A and B, they may optionally be provided
with a "constant on" function so that vehicles initially entering
secondary track 28 from exit point 32 of primary track 14 may
automatically be cleared from such initial area, all the way to
segment C for loading and unloading of passengers.
Automatic launch control means 66 and automatic exit control means
68 are also represented in FIG. 1B. Such features constitute more
than simple direct electrical switching as is generally the case
with means 52-64, and thus provide as stated "automatic" features,
which facilitate operation of the controlled track arrangement 10,
so as to lessen the degree of operator training or attention needed
for safe operation of the ride.
In particular, automatic launch control means 66 operates in
conjunction with controllable electrification of defined launch
segment F of secondary track 28, entrance point gate means
discussed above in conjunction with entrance point 34, sensor means
70, and timer delay energization means incorporated into
electrification control means 24, all as discussed hereinafter.
Sensor means 70 may comprise an electromagnetic sensor, an optical
sensor, pressure sensor, or any other type of conventional device
for sensing passage of a vehicle 12 thereby. Sensor means 70 is
situated adjacent primary track guide path 16, at a known distance
upstream from entrance point 34 thereof. Sensor means 70 detects
passage of a vehicle thereby on the primary track guide path 16,
and outputs a signal indicative of same to automatic launch control
means 66. As discussed above, the gate means situated adjacent
entrance point 34 (not shown) controllably permits or denies
entrance of vehicles onto the primary track path at such entrance
point, from the secondary track path launch segment F.
In operation, after initially starting the ride an operator 36
pushes a button at automatic launch control means 66 (FIG. 1B)
whenever it is desired to begin launching vehicles 12 which enter
the normally non-electrified launch segment F of secondary track
28. Previous to such point in time, operator 36 would have advanced
such vehicle 12 along secondary track 28, and if desired loaded
passengers on the vehicle. Electrification of the final segment E
(operation of JOG switch number 5; means 64 of FIG. 1B) would have
advanced the given vehicle into the automatically controlled launch
segment F. The above-mentioned timer delay energization means
incorporated into master control means 24 is responsive to outputs
from sensor means 70, and to actuation of the switch means at 66,
to control electrification of launch segment F responsive to
passage of a predetermined time delay after a vehicle 12 on primary
track 14 is sensed as moving past sensor means 70.
Selection of the predetermined time delay relative the known
upstream distance of sensor means 70 from primary track path
entrance point 34, in conjunction with the established travel speed
of vehicle 12 on the primary track guide path 16, ensures that such
a vehicle 12 on track 14 will be advanced beyond entrance point 34,
before segment F is electrified. A vehicle on segment F can not
pull out until the predetermined time delay has elapsed. Thus, the
automatic launch control means, which is responsive to the travel
of vehicles on primary track 14, automatically prevents vehicles
situated on the secondary track path and entering the primary track
path at entrance point 34 thereof from colliding with vehicles
already on the primary track path.
In other words, since the electric drive means associated with each
vehicle 12 is known to cause travel of the vehicles at a particular
speed, given a certain level of electrification of such motor
means, such speed and the known track distance is correlated with a
predetermined period of time needed for a vehicle 12 passing sensor
means 70 to clear entrance point 34. Once control means switch 66
is pushed, the vehicle residing on launch segment F is
automatically advanced onto primary track 14 after the
predetermined period of time is elapsed.
Additionally, the above-mentioned entrance point gate means is
controlled during such electrification of launch segment F so as to
permit vehicles to enter primary track guide path 16. As mentioned,
such entrance point gate means is otherwise normally controlled for
denying entrance of vehicles to the primary track guide path, which
serves as a further safety feature to prevent collision of vehicles
entering the primary track. The foregoing automatic launch control
means provides an effective safety feature, with minimum operator
activity.
Since in some instances the time delay means will be electrically
operative separate from the primary track electrification, certain
automatic launch operation must be followed. For example, if the
timer is separately powered, it will continue to run after
receiving an input from sensor means 70, even if track 14 is
deenergized (such as with emergency stop button 54). Thus, a
collision could occur whenever main run is resumed because launch
segment F might become energized before the sensor means-triggering
vehicle on track 14 has cleared entrance point 34. Re-pushing
button 66 after any de-electrification of track 14 ensures that the
timer is cleared, i.e., reset, so as to always register a proper
time count relative true vehicle activity on track 14.
Controlled track arrangement 10 may also be provided with an
automatic exit control means 68, which is responsive to an exit
command signal input thereto (i.e., actuation of control means
switch 68 of FIG. 1B), for automatically routing from primary track
guide path 16 to secondary guide path 30 only the next vehicle 12
approaching exit point 32.
As mentioned above, a gate means (not shown) is also provided at
exit point 32, and may be controllably positioned between a first
position for permitting vehicles on primary track path 16 to
continue thereabout, and a second position for diverting vehicles
from the primary track path at exit point 32 thereof onto the
secondary track path. Preferably, such gate means is biased for
normally occupying its first position i.e., retaining vehicles on
the primary track path.
The automatic exit control means in accordance with this invention
controls operation of such exit point gate means, and in addition
to receiving information from actuation control means switch 68,
also receives information from first and second exit sensor means
72 and 74, respectively. Sensor means 72 and 74, like sensor means
70, may assume virtually any type of known sensor which will detect
passage of a vehicle 12 thereby. First exit sensor means 72 is
located adjacent the primary track guide path 16 relatively just
upstream from exit point 32 thereof. Second exit sensor means 74 is
located adjacent the secondary track guide path 30, and is situated
relatively just downstream from the primary track exit point
32.
Since, as mentioned above, the exit point gate means is biased for
normally causing vehicles to continue about primary track 14, until
an operator 36 actuates vehicle exit means switch 68, any inputs
from sensor means 72 and 74 are disregarded by the automatic exit
control means. However, once an exit command signal is input to
automatic exit control means, (i.e. vehicle exit switch 68 is
actuated), passage of a vehicle 12 over first exit sensor means 72
causes the automatic exit control means to in turn cause the exit
point gate means to assume its second position. Thus, the vehicle
12 which was just responsible for triggering an output from first
exit sensor means 72 is diverted from primary track 14 onto
secondary track 28. That same vehicle very quickly travels the
short distance to the relatively adjacent downstream second exit
sensor means 74, which second exit sensor means in turn outputs a
signal to the automatic exit control means, which responds thereto
by reverse actuating the exit point gate means to again assume its
first position (for causing all subsequently approaching vehicles
to remain on primary track 14). Receipt of an output signal from
the second exit sensor means in such sequence also resets the first
sensor exit means to prevent its actuation by passage of a vehicle
until reactuation of switch 68 (i.e., reiteration of the exit
command signal).
Thus, with minimum effort by an operator 36, a vehicle next
approaching the exit point is automatically removed from the
primary track to the secondary track for unloading of its
passengers. Moreover, only such next approaching vehicle is
removed, and thereafter the exit point gate means is automatically
reset to cause subsequent approaching vehicles to continue about
the primary track, unless vehicle exit switch 68 has again been
actuated.
An operator 36 is preferably alerted to passage of a predetermined
time to remove a respective vehicle from primary track 14, such as
by illumination of light means 76 thereon. Each respective vehicle
is preferably provided with its own vehicle timer means, as
discussed below in conjunction with FIG. 9, which signals to the
operator that such respective vehicle has been propelled about
primary track 14 continuously for a predetermined, selected period
of time. Once an operator 36, preferably in a favorable
vantage-point such as illustrated in present FIG. 1A, observes
illumination of light means 76 (such as provided in a rear or
back-up light position on the vehicle), the operator may simply
actuate switch 68 on the control panel represented by present FIG.
1B as the corresponding vehicle approaches generally the position
shown for vehicle 78.
In other words, knowing the predetermined direction of travel 26
about primary track 14, an operator can observe that vehicle 78 is
the next approaching vehicle to exit point 32. Thus, with such
knowledge and upon becoming aware of the elapsed time signal (of
whatever form), simple one-time pressing of vehicle exit switch 68
causes functioning of the automatic exit control means as discussed
above to remove only such approaching vehicle 78. Thus, after
actuating switch 68, operator 36 may maintain his or her attention
to other aspects of operating controlled track arrangement 10,
which tends to maximize safe operation of the amusement ride.
Once a vehicle 12 has been brought into secondary track 28 for
loading and unloading, a helper 80 may release a latch means 82 and
84 to permit body 86 to be automatically pivoted upward from
chassis 88 so that passengers may disembark from a passenger area
90 having seats 92 on such chassis. A precharge valve means 93, as
discussed below in connection with FIG. 10, permits utilization of
a pneumatic circuit also discussed in connection with such figure,
which automatically lifts body 86 after operation of the simple
latch means mentioned above. In general, such latch means may
assume various forms for simply holding down body 86, against any
upward biasing thereof by the above-mentioned pneumatic
circuit.
As discussed in the Background portion of this specification, the
present invention equally concerns aspects of the track
configuration and control, as well as the provision of vehicles for
traveling over such track. While this invention concerns such an
improved track-guided vehicle, it further concerns a vehicle guide
means, extending between the vehicle and its track, for causing the
vehicle to follow the track as it moves thereover. More
particularly, the vehicle guide means is mounted on a vehicle
chassis to cause such chassis to follow a guidance channel in a
track. Present FIGS. 2 and 3 illustrate such preferred relationship
and cooperation between a vehicle 100, a track 102, and vehicle
guide means generally 104. Vehicle 100 is shown as a front
elevational view of vehicles substantially as those illustrated in
FIG. 1A. Similarly, track 102 is a sectional view of a track
portion such as in main track 14 or secondary track 28 of such FIG.
1A. Vehicle guide means 104 is one of the details represented
generally in FIG. 1A, but better understood in the more detailed
views thereof afforded by present FIGS. 2-6.
Referring to such figures, FIGS. 2 and 3 particularly illustrate
that vehicle 100 comprises a main chassis 106 with a plurality of
wheels 108 supported thereon for carrying the vehicle over an upper
surface 110 of track 102. Various configurations of wheels may be
utilized, but a four wheel arrangement comprises one of the
preferred embodiments. Respective pairs of front and rear wheels
are provided, with such pair of front wheels 108 being illustrated
in FIGS. 2 and 3. In addition to being rotatably mounted relative
chassis 106, the rotation axes of such front wheels 108 are
pivotably mounted relative to chassis 106 so as to turn like a
caster mount, with the vehicle being guided by vehicle guide means
104. Preferably, the pair of rear wheels (not shown in FIGS. 2 and
3) are driving the vehicle, and also rotatably mounted relative
thereto, though not pivotably mounted. An interconnecting tie bar
112 ensures that thoroughly pivotable wheels 108 mutually respond
(i.e., pivot) while following the vehicle over track 102. Wheels
108 are otherwise of conventional construction, such as rubber or
the like, so as to frictionally engage and follow the upper surface
110 of track 102.
FIG. 3 illustrates a top perspective view of chassis 106 and
vehicle guide means 104, with body 100 removed (at least, pivoted
upwardly out of view) so as to more clearly illustrate the
relationship and interaction of vehicle guide means 104 with track
102. As illustrated in connection with FIG. 1A, track 102 (like
track members 18 and 20 of such figure) preferably comprises one of
a plurality of separate track members which may be assembled and
disassembled to provide a portable amusement ride. The track member
itself primarily may comprise lightweight RIM molded urethane,
fiberglass, or the like, as desired. Stainless steel or aluminum
bracing members, not shown, may be used on the underside of the
track members for providing adequate strength, and for holding
together portions thereof otherwise separated by the pair of guide
members 114 and 116 forming a guide channel 118 therein. Such guide
members preferably comprise U-shaped members with their respective
open ends facing one another so as to define the guide channel 118
therebetween, with an upwardly facing slot 120 therebetween. At
least a portion of vehicle guide means 104 projects downwardly
through such slot 120, as illustrated in FIG. 2, and engages the
guide channel therein so as to transmit deflection guide forces
upward from such guide channel to chassis 106, whereby the vehicle
100 is caused to follow track 102 as it moves thereover.
Guide members 114 and 116 preferably comprise some sort of metallic
material, such as aluminum, so as to provide paired rails 122 and
124 defined in upper surface 110 of track 102. Of course, alternate
electrified rails or the like may be provided in other electrified
track installations, including portable and permanent
installations. In portable rides, adjacent track members are
preferably joined by conductive elements (metal bolts or the like)
at their electrified rails, so as to simultaneously join such track
members and complete the electric circuit thereabout. In a
permanent installation, such guide members, guide channel, and
electrified rails might be defined in a continuous concrete surface
or the like. Electrified rails 122 and 124 are preferably slightly
raised relative surface 110, as represented in FIGS. 2 and 3. Where
an electrified track is provided and utilized, electric pick-up
means 126 may also be carried on vehicle guide means 104 as
discussed hereinafter.
For the sake of clarity, though some details of vehicle guide means
104 and electric pick-up means 126 are represented in FIGS. 2 and
3, such details are instead primarily discussed in conjunction with
FIGS. 4-6, which provide enlarged illustrations thereof.
FIG. 4 illustrates a side, partial seethrough view of vehicle guide
means 104, including electrical pick-up means 126 mounted thereon.
In general, vehicle guide means 104 includes a generally rigid,
vertical shaft 128 supported on chassis 106 and extending
therebeneath towards the track guidance channel 118. A gimbal mount
130 is secured to the end 132 of the generally rigid shaft 128
extending beneath the chassis towards the track guidance channel.
Such gimbal mount serves as a multi-axis pivoting support means on
the lower end 132 of the vertical rod or shaft 128. While various
structures may be utilized for such gimbal mount, a SPHERCO rod end
commercially available from the Morse Company, comprises one
preferred exemplary construction of same.
At least one track engagement member 134 is supported relative
gimbal mount 130 for multi-axis pivoting relative vertical shaft
128. Track engagement member 134 extends through the track guidance
channel slot 120 so that at least a portion thereof resides
substantially within guidance channel 118 to be deflected thereby
as the vehicle travels over the track. Deflection forces are
transmitted from member 134, back towards the vehicle through
gimbal mount 130 and vertical rod 128, so that the vehicle itself
follows the track guidance channel through its connection to the
vehicle guide means at chassis 106.
More particularly, it is preferred that the guide head assembly 136
be supported directly on gimbal mount 130 through a connection arm
138. With such an exemplary guide head assembly, it is further
preferred that track engagement member 134 actually comprise a pair
of rotatable members 140 supported on guide head assembly 136 so as
to extend through slot 120 substantially perpendicularly to upper
surface 110 of track 102. Moreover, since members 140 are rotatable
(preferably about bearings, not shown), and since the plane of
rotation thereof is parallel with upper surface 110 of track 102,
such members rotate as they engage side-to-side with guide channel
118, for absorbing deflections from the track guidance channel with
minimal friction engagement therewith due to their relative
rotation thereto whenever contacting the guidance channel.
FIG. 5 illustrates a sectional view of the construction of FIG. 4,
as illustrated by sectional line 5--5 therein. As illustrated by
such sectional view of FIG. 5, rotatable member 140 engages the
inner sidewalls of U-shaped members 114 and 116 so as to be
deflected thereby. Roller 140 preferably comprises a relatively
hard, but resilient polyurethane material or the like for further
minimizing noise and mechanical shock by engagement thereof with
the guide channel forming members. Such construction is also
durable. Since the vehicle drive force comes from the rear wheels,
deflection forces on rod 128 are not excessive. With a pair of
respective forward and trailing rotatable members 140 mounted on
bearings (not shown) from arms 142 secured to guide head assembly
136, such guide head assembly smoothly travels relative electrified
track 102 as it causes corresponding deflection of the vehicle.
FIG. 6 illustrates a sectional view taken along the section line
6--6 illustrated in FIG. 4, particularly illustrating the gimbal
mount 130 of the present invention. As represented in both FIGS. 4
and 6 by the alternate solid line and dotted line illustrations,
relative pivoting occurs in a multi-axis fashion between the
multi-axis pivoted support 130 and vertical shaft or rod 128. For
clarity in illustrating such pivoting movement, especially in FIG.
4, the substantially vertical shaft 128 is shown as moving, with
the remainder of the pick-up head assembly illustrated in solid
line as fixed. However, in actual use, it may be conceptually
considered also that vertical shaft 128 is substantially fixed
relative to chassis 106, and it is the remaining pick-up head
assembly which is pivoted relative the lower end 132 of such shaft.
Such pivoting movement, as also represented by the dotted lines 144
of FIGS. 4 and 6, accommodates variety in terrain determined by a
track 102.
Whenever electric pick-up means 126 are also carried on vehicle
guide means 104, such electric pickup means are at all times
properly positioned for adequate electrical contact with
electrified rails 122 and 124. Since the multi-axis pivoting of the
guidehead assembly causes the assembly to be manipulated relative
the track guidance channel (which is also associated with the
electrified rails), the electric contact means 126 are always
properly positioned for contact with such electrified rails.
Similar to rotatable guide members 140, electrical contact pick-up
members preferably comprise rotatable elements 146. Such elements
are also rotatably mounted on guide head assembly 136. Since their
axis of rotation is perpendicular to upper surface 110 of track
102, the outer diameter of each rotatable member 146 is properly
positioned for contact with the exposed electrified rails 122 and
124.
As shown in the partial cut-away view of FIG. 4, it is preferred
that such rotatable members include stainless steel brushes or the
like 148 for electrically contacting the electrified rail.
Additional details of the mounting of such rotatable electric
contact means are discussed below with reference to FIG. 14, in
which an alternate embodiment of such members 146 is also
represented. While the rotatable electric contacts 146 are
insulatively mounted relative guide head assembly 136, they also
each include a fixed terminal 150 (only one shown) transferring
electric power from the track electrified rails to electrical
devices on vehicle 100, such as an electric drive motor means.
Preferably, at least two such rotatable electric contacts are
provided with lateral spacing therebetween, for correspondence and
alignment with the pair of electrified track rails, so that a
complete electric circuit may be formed therewith, either AC or DC
type.
As discussed above, gimbal mount 130 provides multi-axis pivoting
support of guide head assembly 136 relative vertical shaft 128.
FIG. 4 particularly illustrates front-to-back such pivoting, while
FIGS. 5 and 6 better represent in dotted line side-to-side pivoting
thereof. Such side-to-side pivoting permits laterally spaced
rollers to maintain proper contact with the electrified rails, as
suggested by the dotted lines 152 of FIG. 5. FIG. 5 also represents
the proper insulative mounting of such rotatable electric contacts,
though not illustrating every detail thereof, which details are
described hereinafter. For example, central axle 154 is
interconnected with a bolt 156 to a member 158 through a plurality
of members 160. Such members 160, beginning adjacent to rotatable
member 146, comprise, a thrust washer, and an insulating washer,
followed by an insulator bushing. On the inboard side 162, between
body member 158 and lock nut 164 are provided consecutively
(beginning adjacent body 158) an insulating washer, followed by a
flat washer, a wire terminal, and another flat washer. Thus, a
suitable insulative mounting is provided. Additional details
thereof are discussed below in connection with FIG. 14.
While a multi-axis pivoting mount has been discussed, it is also
preferred that vertical shaft 128 be supported on chassis 106 with
a degree of vertical freedom of movement, afforded by linear
bearing means 166. In fact, linear bearing means 166 are directly
mounted to chassis 106, and receive vertical shaft 128 therein,
with freedom of vertical movement thereof stopped only by vertical
rod collar 168 and engagement with guide head assembly 136.
One example of commercially available linear bearing means which is
suitable for use in the present invention comprises the Thomson
Ball Bushings for linear motion provided by Thomson Industries,
Inc., of Manhasset, New York, 11030. The lower exposed portion of
vertical shaft 128 residing between guide head assembly 136 and
linear bearing means 166 is preferably surrounded with a protective
accordion-like sleeve 170 (see also FIGS. 2 and 3).
Though linear movement is not represented by any alternate dotted
line illustrations (for clarity in the illustrations),
double-headed arrow 172 of FIG. 4 illustrates the manner in which
vertical shaft 128 is permitted to move. Such degree of freedom in
vertical movement further contributes to the ability of structures
and embodiments in accordance with the present invention to
effectively guide and electrically power a guidable,
electrically-powerable vehicle about an electrified track, having a
guidance channel and other features as discussed herein. In other
words, regardless of whether the vehicle suffers a flat tire,
otherwise has an imbalance due to unequal loading (such as parent
and child on opposite sides thereof), or whether the vehicle
traverses hills, angles, banks, or the like, the vehicle itself is
guided due to deflections transmitted thereto beginning with
rotatable guide wheels 140, while electrical power is transmitted
thereto beginning with rotatable electric contacts 148. Such
electrical contacts are always properly positioned due to the type
of accommodating mounting disclosed herewith.
FIG. 7 illustrates a vehicle, such as vehicle 100 in FIG. 2, having
a chassis 88 with a body 86 pivotally mounted thereto. A pair of
pivot brackets 200 and 202 are mounted on chassis 88 relatively
towards the rear thereof. A plurality of wheels 204 (preferably
four in number) are rotatably mounted on the chassis for carrying
same, preferably over an electrified track. An electric drive motor
means 206 is also carried on chassis 88, as is a pick-up similar to
that as illustrated in FIG. 4 (not shown in FIG. 7). Such a pick-up
assembly incorporates both electric pick-up means and vehicle
guidance means, as discussed above.
Various electrical circuit components 208 are also supported on the
chassis, generally as discussed below in connection with FIG. 9.
Also carried on the chassis, as discussed below in connection with
FIG. 10, are pneumatic lift means, as represented by extendable air
cylinder 210 of FIGS. 7 and 8. The air cylinder constitutes one
exemplary embodiment of a pneumatic lift means associated with a
chassis and body for pivoting the chassis upward to permit
passengers to enter and leave passenger area 90, being seated on
seats 92. Whenever body 86 is pivoted downward so as to be fully
supported on chassis 88 (as illustrated such as with vehicle 78 of
FIG. 1A and vehicle 100 of FIG. 2), the passengers are protectively
enclosed within passenger area 90 while the vehicle is moving.
Representation of latch means 82 and 84 illustrated in FIG. 1A are
not repeated in present FIG. 7.
Extendable air cylinder 210 is pivotably mounted at respective ends
thereof 212 and 214 to fixed points on the body and the vehicle
chassis, such that extension of the air cylinder causes the vehicle
body to be pivoted upwardly, as illustrated in FIG. 7. FIG. 8 is a
perspective view of the rearward end of vehicle 100, including a
view of electric motor means 206 and air cylinder 210. Electric
motor means 206 preferably turns a drive belt 215 which powers a
differential transmission drive 216, which in turn drives rear
wheels 204. As illustrated by FIG. 8, there is ample room on the
opposite side of chassis 88 from air cylinder 210 to provide
another, parallel air cylinder should same be desired (and as is
discussed in connection with FIG. 10 below).
FIG. 9 illustrates schematic representation of exemplary electrical
wiring received on chassis 88. Electrical pick-up means 218 thereof
may comprise various structures, but preferably includes at least a
pair of rotatable electric contacts such as 146 of present FIG. 5
(or the alternative embodiment of FIG. 14, discussed below), for
outputting two separate outputs 220 and 222. With such two outputs
from the electrical pick-up means, a completed electric circuit may
be formed with electric motor means 206, and other electrical loads
carried on the chassis.
While either AC or DC electrical power transmission may be utilized
with the pair of electrified rails, it is preferred that 32 volts
AC be carried on the rails, and consequently output along lines 220
and 222. A full wave bridge rectifier 224 of conventional
construction receives the AC power and converts same to a reduced
DC voltage level, in this instance 24 volts DC. The DC outputs 226
and 228 are then forwarded to electric drive motor 206 (a 24 volts
DC motor) for powering same. Other types of motors may be
substituted, with corresponding circuit charges as understood by
those of ordinary skill in the art. As represented by the
electrical circuitry of present FIG. 9, any electrical power
received through electrical pick-up means 218 is preferably
forwarded for energizing electric drive motor means 206, thus
resulting in propulsion of the vehicle any time the corresponding
track is electrified.
Various additional lights, horns, and the like may optionally be
provided on the vehicle, and selectively operated on AC or DC
circuits. For example, certain lights may be operated at yet a
further reduced DC voltage level, such as 12 volts, through use of
a dropping diode 230 and resistor or coil 232.
The rear parking lights 234 preferably correspond with the light
means 76 illustrated in present FIG. 1A, and serve to signal an
operator 36 that an elapsed period of continuous propulsion of a
vehicle about the primary track has occurred. Other forms of
signaling means may be practiced, including alternate sensory
devices using audio and touch senses, located on vehicles or the
control stand.
As discussed above, vehicle timer means 236 are provided preferably
on each respective vehicle for permitting operation of light means
234 upon the passage of the predetermined period of continuous
propulsion. Vehicle timer means 236 controls light means 234
through line 238, and may through various means receive information
about propulsion of its corresponding vehicle. For example, the
vehicle timer means may be provided so as to count time whenever
electric motor means 206 is operative, either in a motor or
generator mode, since such turning will occur only whenever the
vehicle is being moved (assuming that motor means 206 is arranged
for driving at least one of the vehicle wheels). In other words, if
motor means 206 is being energized, the vehicle timer means will be
counting time. If on the other hand there is a temporary outage of
power, but inertia of the vehicle and/or motor means causes
continued propulsion of the vehicle, operation of the motor means
as a generator will still cause the vehicle timer means to continue
its count. Only whenever the vehicle comes to a complete stop, such
as its at rest condition in launch segment F prior to entering the
primary track (see FIG. 1A and its related discussion), will the
vehicle timer means be reset.
Thus, in essence, all of the loading and unloading operations which
may occur along secondary track 28 (as discussed above) causes
successive time count resets of the vehicle timer means. Only
continuous operation along primary track 14, as intended during
normal operation thereof, causes the vehicle timer means to run and
eventually result in illumination of light means 234. Therefore,
operator 36 is apprised of operation of each respective vehicle on
the primary track for the predetermined period of time. Such
predetermined period of time may obviously be varied in order to
adjust the desired length of travel time for rides. Furthermore,
other non-illustrated optional features, such as horns or the like,
may be also powered and/or incorporated into the electrical
circuitry illustrated on FIG. 9. Such may include relatively
powerful lights to facilitate nighttime operation. Various heat
sink means and the like may also be utilized, as well understood by
those of ordinary skill in the art without indication of greater
details herewith.
FIG. 10 illustrates an exemplary preferred pneumatic circuit which
may be carried on chassis 88 of the vehicle. In particular, a pair
of extendable air cylinders 238 and 240 are provided for mounting
between the vehicle chassis and body, in the manner described above
with reference to air cylinder 210. Such air cylinders preferably
more comprise air "springs" than air shocks, though variety may be
practiced. Tubing 242 openly interconnects the pair of air
cylinders. T-connectors 244 and 246 also interconnect tubing 242
with tubing 248 and 250, respectively. Tubing 250 interconnects
with a pre-chargeable pneumatic pressure reservoir tank 252, which
may be provided with a precharge amount of pneumatic pressure for
biasing air cylinders 238 and 240 so as to raise body 86 upwardly.
Tubing 248 preferably penetrates a sidewall 254 of vehicle body 86,
and terminates in a valve means 256 which may be of any suitable
known construction which permits selected introduction and exit of
pneumatic pressure from the pneumatic circuit illustrated on FIG.
10. Valve means 256 is thus preferably mounted for easy access on
the vehicle body, as represented by member 258 of present FIG. 7,
and member 92 of present FIG. 1A.
In operation, the initially provided pneumatic circuit is situated
on its respective vehicle. Thereafter, the vehicle body (such as
preferably lightweight fiberglass) is pivoted upward from its
chassis, as represented by present FIG. 7. Using valve means 256,
the pneumatic circuit is then charged up to a certain level, such
as approximately 100 pounds of pressure, which normally slightly
holds the body upwardly, but is not enough to prevent the body from
being manually pivoted downwardly and held by latch means 82 and
84, as discussed above with reference to FIG. 1A. Since the
above-described tubing permits free movement of pneumatic pressure
between air cylinders 238, 240 and reservoir tank 252, closure of
body 86 after pre-charging of the pneumatic circuit causes the
pressure in reservoir tank 252 to increase, which provides the
above-mentioned biasing effect. Alternative pneumatic means, as
well as substitution of equivalents therefor, may be practiced.
Referring now to FIGS. 11-13, further details of a multi-functional
trailer in conformance with the present invention are discussed.
FIG. 1A illustrates a convertible trailer/bridge 22 which may be
incorporated into primary track 14 as a bridge feature thereof
during use of the corresponding amusement ride. However, whenever
such amusement ride is disassembled, i.e., the track segments 18,
20 and the like are taken apart, all of the separable pieces of
amusement ride equipment and the plurality of vehicles for use
therewith may be loaded onto the trailer as represented in present
FIG. 11.
FIG. 11 illustrates a fully loaded trailer 300, having thereon a
plurality of separable track pieces 303, fence pieces 305, and
vehicles 307. Since a side view is shown, only three vehicles are
illustrated, but preferably there is adequate room for a double row
of such vehicles, such that the six vehicles illustrated in present
FIG. 1A may all be loaded and carried on trailer 300. Embodiments
of larger (or smaller) capacity may be practiced in conformance
with this invention. Hereafter, reference will also be made to
FIGS. 12 and 13 collectively with reference to FIG. 11 for ease of
discussion of same.
FIG. 12 illustrates a reverse, perspective view of only the trailer
structure of FIG. 11, with all equipment thereon removed for
greater clarity in illustrating various trailer features. FIG. 13
illustrates in partial see-through partial cut-away detail, a
perspective view of a vertically-movable platform means and
associated features of the trailer 300.
Trailer 300 includes an integral main body 302 having respective
upper and lower storage surfaces 304 and 306. As particularly
illustrated in FIG. 11, such storage surfaces are adapted for
carrying the amusement ride equipment and vehicles thereon.
Integral main body 302 also includes wheels 308 mounted thereon to
facilitate movement of the trailer. The main body framework
preferably includes a plurality of interconnected rigid members 310
(only some of which are marked for clarity in the illustrations),
and further includes a pair of vertically-movable jack members 312
adjacent one end thereof to support the trailer whenever the
trailer serves as a track portion of an amusement ride. Wheels 308
are preferably mounted on an opposite end of the main body from
such jack members. As may be noted by comparing the trailer
constructions of FIG. 1A and 11, variety may be practiced in the
exact placement of rigid members 310 forming main body 302.
Trailer 300 also includes a vertically-movable platform means 314
supported on main body 302 at one end thereof. Such platform means
may be selectively movable between positions adjacent to and level
with main body lower storage surface 306 and main body upper
storage surface 304. By being moved into one or the other of such
positions, amusement ride equipment or vehicles received thereon
may be transferred between the platform means and a selected one of
the storage surfaces. Both FIGS. 11 and 12 illustrate platform
means 314 situated in an intermediate position thereof adjacent an
area between the upper and lower storage surfaces, for forming a
trailer tongue (gooseneck type) adapted to be attached to a tractor
for pulling the trailer. In particular, FIG. 11 schematically
represents the rear portion of a tractor rig 316 as it would be
preferably attached to the platform means 314 in its trailer
tongue-defining configuration.
Referring more particularly to FIGS. 12 and 13, the trailer main
body framework includes respective upright members 318 incorporated
into the interconnected rigid members 310 thereof. Such respective
upright members 318 are formed at the end of the main body 302
adjacent platform means 314. As best illustrated in FIG. 13, the
upright members define substantially vertical channels 320 in which
members of the platform means are supported and guided for vertical
movement therein.
More particularly, the platform means comprises a generally planar,
rectangular construction, with one side edge 322 thereof having
guide rollers 324 at its respective corners. Such guide rollers are
only visible in the Figures on one corner of side edge 322, but are
generally indicated on the opposite corner thereof. Vertical
channels 320 represented in dotted line in FIG. 13 illustrate
together with FIG. 12 the relationship between such channels and
guide rollers 324. Such relationship is that the guide rollers are
received in the respective vertical channels of the upright members
318, for support and guidance of the platform means relative the
main body.
A respective pair of angled brace members 326 are also preferably
provided, and have respective ends connected to respective points
328 of the platform means removed from the one side edge 322 and
respective corners thereof. Respective opposite ends 330 of such
brace members also generally carry guide rollers 332 which are
received in vertical channels 320. An additional upright
interconnecting brace 334 may be used to add greater strength to
the platform means construction. With the exemplary arrangement as
illustrated, platform means 314 is supported in a cantilevered
fashion from vertical channels 320, with all of the guide rollers
324 and 332 received in such channels for vertical movement
therein.
In addition to the foregoing features of trailer 300, lift means
336 are provided for controllably moving platform means 314 among
the various positions thereof relative the main body storage
surfaces. Furthermore, locking means 338 are provided for
selectively securing platform means 314 relative the main body 302
whenever the platform means occupies the intermediate position
thereof illustrated in FIGS. 11 and 12, so as to form a functional
trailer tongue with the platform means, as discussed above with
reference to FIG. 11. Such locking means may comprise a cotter pin
arrangement (including pin 339) of heavy metal gauge received
through aligned openings 340 in the upright members 318 and various
movable portions of platform means 314, all as represented in
present FIG. 13.
Lift means 336 may comprise numerous mechanisms such as hydraulic,
pneumatic, or electrically powered systems, but preferably
comprises a selectively operative winch cable and pulley system
incorporated into the main body for controllably raising in a
vertical plane the platform means, and any vehicles or equipment
received thereon. As illustrated in FIGS. 12 and 13, an
electric-powered winch includes a cable 342 which is attached at
344 to a relatively central area of side edge 322 of platform means
314. A pulley 346 or any other arrangement may be practically used
for entraining cable 342 throughout main body 302, all in
conformance with the present invention.
It should be noted that upper storage surface 304 is not actually
illustrated in place in present FIG. 12, for clarity in
illustrating one possible positioning of the winch cable and pulley
system comprising lift means 336. Various options may be practiced.
For example, platform 304 may be provided in an area slightly above
cable 342. Alternatively, cable 342 may be entrained in a pulley
346 mounted on the underside of cross-beam 348, rather than on the
top thereof. Further alternatively, cross-beam 348 may be provided
with a central opening, through which cable 342 is routed. All such
variations are intended to come within the spirit and scope of the
present invention.
Whenever platform means 314 is lowered into a position adjacent to
and level with lower storage surface 306, the entire trailer 300
may be incorporated into a portion of the controlled track
arrangement 10 of present FIG. 1A, such as the bridge portion 22
thereof. Moreover, vehicles may travel over the lower storage
surface and the upper surface 350 of platform means 314 by
literally driving through main body 302 of such multi-functional
trailer. Obviously, various measures may be undertaken in order to
facilitate use of trailer 300 as a bridge feature. For example,
cable 342 must be disconnected at point 344 and removed to a safe
area to permit passage end-to-end of vehicles through the trailer.
Likewise, wheel chocks or the like may be used to immobilize
trailer wheels 308 from movement.
Whenever the multi-functional trailer is utilized as a portion of
the controlled track arrangement, track portions including guide
members and electrical power distribution system (e.g., electrified
rails), as discussed above in conjunction with the other
illustrated track members such as 18 and 20 of FIG. 1A, may be
incorporated into or applied over the top of surfaces 306 and 350.
Numerous other variations may also be practiced to enhance
aesthetic and functional aspects in conjunction with utilizing
trailer 300 in the amusement ride controlled track arrangement. For
example, the "4.times.4" sign 352 or similar substitute markings
may be utilized to draw passengers or the like. All such
modifications and variations are intended to come within the spirit
and scope of the present invention.
As discussed above, particularly in conjunction with FIGS. 2-5,
alternate embodiments of rotatable electric contact members may be
utilized in accordance with the present invention. FIG. 14 is an
example of one such alternate to the stainless steel brushes
represented in FIG. 4. The contact of FIG. 14 is "brushless", to be
generally quieter and longer lasting. Certain aspects of the
embodiment of FIG. 14 are in common with the constructions
illustrated in FIGS. 4 and 5. In particular, the central axle,
fixed terminal, and bearing features thereof are substantially the
same, all of which are discussed hereinafter.
FIG. 14 illustrates such an exemplary alternative embodiment of an
electric contact for conducting electricity between a track having
an electrified member therealong and an electrically-powered
vehicle adapted for traveling over such track. Contact 400
preferably rotates over an electrified rail 402, and conducts
electricity via a wire 404 to a chassis-carried load such as an
electric motor means 406 or the like. As understood from the
foregoing discussion in conjunction with FIGS. 4 and 5, preferably
at least a pair of such contacts 400 utilized with lateral spacing
therebetween for correspondence and alignment with a pair of
electrified rails (such as illustrated in FIG. 5). As also
discussed in conjunction with FIG. 9, normally at least two
electrical interconnections with a load such as a motor means are
needed in order to effect an electrical circuit therewith. For the
purposes of the alternative illustration of FIG. 14, only one
alternative rotatable contact and its interconnection with an
electrical load is illustrated.
Rotatable contact 400 includes a relatively fixed central axle 408
which is fixed relative the chassis and supported thereon, such as
through a guide head assembly structure as illustrated and
discussed in conjunction with FIG. 4. The central axle further
includes a bearing having an electrically-conductive inner race
410, an electrically-conductive outer race 412, and a plurality of
electrical-conductive roller bearings 414 trapped therebetween. As
discussed above in conjunction with FIG. 5, the central axle may be
carried directly or indirectly on the vehicle by an insulative
mounting, with the inner race 410 fixed relative thereto, and with
the outer race 412 rotatable relative thereto.
A fixed electric terminal 416 is associated with the relatively
fixed inner race 410, and adapted to electrically interconnect
through electric wire 404 to the electrically powered motive means
supported by the vehicle on which the rotatable contact 400 is
associated. A first rotatable electric terminal 418 is associated
with the relatively rotated outer race 412.
An electrically-conductive annular member 420 is situated
concentrically about central axle 408, and forms the outside
diameter of the electric contact 400. Such positioning of annular
member 420 in conjunction with the outer race 412 of the bearing
defines an annular space 422 between the inside diameter of annular
member 420 and the central axle outer race 412.
A second rotatable electric terminal 424 is associated with annular
member 420, preferably on the inside diameter thereof, and is
interconnected by electrically-conductive wire means 426 with the
first rotatable electric terminal 418, with electricity being
conducted therebetween. Resilient filler material 428 resides in
and fills the annular space 422, so that annular member 420 and
outer race 412 are generally coupled for mutual rotation relative
central axle inner race 410. Therefore, annular member 420 is
rotatable over a track electrified member 402 as a vehicle carrying
electric contact 400 travels over such track. Electricity is
conducted from electrified rail 402 to the vehicle through an
electrically-conductive pathway formed by annular member 420,
second rotatable terminal 424, wire means 426, first rotatable
terminal 418, outer race 412, roller bearings 414, inner race 410,
and fixed terminal 416. Electrical contact is thus provided to the
vehicle wire 404, and consequently vehicle motor means 406, from
track electrified rail 402, while the resilient filler material 428
provides insulation against mechanical shock and noise.
Furthermore, the first rotatable electric terminal 418 is
preferably mounted on the outside diameter of the bearing outer
race so as to reside within annular space 422, which is the same as
the second rotatable electric terminal 424, which resides on the
inside diameter of annular member 420. Wire means 426 thus resides
within the annular space and is surrounded by the filler material
428 also within such space. Such resilient filler material may
comprise injectable or moldable resilient substances, such as
polyurethane foam or rubber and the like. The
electrically-conductive annular member 420 may comprise a section
or length of metal pipe or the like. The foregoing is only one
exemplary of alternative embodiment of a rotatable electric contact
which may be utilized in place of the stainless steel brushes of
FIG. 4. Moreover, other forms of electrical contact members, such
as non-rotating members, or fixed brush members, may be
utilized.
The best mode of the present invention is generally directed to a
portable amusement ride, as is specifically illustrated herein.
Those of ordinary skill in the art will appreciate that various
modifications and variations to this invention may be practiced.
For example, a permanent installation amusement ride may utilize
the track control features, and the vehicle features of this
invention. Moreover, mobile vehicles may be provided in a variety
of forms, and for a variety of purposes. One such alternative
purpose might be a transportation system, such as an outside rail
car or the like, or subway car, or delivery cars within a plant or
building. Moreover, a particular head assembly in accordance with
this invention may be utilized for one or the other, instead of
both, electrical pick-up and guidance features.
Other alternatives may be practiced. For example, vertical guide
shaft 128 or guide head assembly 136 may be interconnected to a
wheel tie rod for turning the front wheels, rather than directly
linked to the vehicle chassis.
As in many instances suggested throughout the above specification,
variations on the presently disclosed features may be practiced
utilizing the existing illustrated circuits or construction. For
example, a given track may be electrified in either an AC or DC
electrical power transmission mode. Primary track 14 may be
electrified generally at a higher voltage level than secondary
track 28, so that vehicles normally traveling on the main path
operate at a relatively higher, and presumably more enjoyable,
speed, while cars in the loading and unloading area operate at a
lower, safer speed.
Furthermore, numerous layout options may be practiced. For example,
preferred dimensions of the FIG. 1A layout is approximately fifty
feet by sixty feet, with about 275 feet of track. Alternatively,
multiple exit points, and even multiple secondary track portions
may be provided. For example, on a much larger primary track,
several relatively widely separated secondary track portions may be
provided with an operator at each, and with corresponding,
respective entry and exit points. In such instance, instead of
utilizing timer means on the vehicle, vehicles approaching an area
may be routed from the track. Selection of vehicles can be made on
some other alternate basis, such as the color of the vehicle (for
example red or blue) such that each given vehicle makes one
complete circuit of the enlarged area track, though the multiple
secondary track positions and operators therefore in fact enlarge
the number of passengers which may be accommodated by the amusement
ride.
Furthermore, in those instances where transportation systems are
established, such multiple secondary tracks can in fact serve as
separate loading and unloading stations between relatively long
distance locations, with the vehicles themselves incorporating
radio transmitters or the like of relatively short transmission
distance capabilities, for actuating an exit command signal so as
to cause their respective vehicle to exit the track into their
desired station.
All such modifications and variations are intended to come within
the spirit and scope of the present invention, which is further
recited only by the following claims, all of the foregoing being
intended as exemplary and illustrative only of various embodiments
of this invention.
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